Automatic train-controlling device.



L. G. WPRNBR.

JTUMATIU TRAIN CONTROLLING DEVICE.

APPLIOATIOL TILED }LB 11 1914,

1,131,191. Patented Mani), 1915.

3SHEETS*SHEET1 L. C. WERNER.

AUTOMATIC TRAIN CONTROLLING DEVICE.

APELIUATIOB FILED IBBJzL 1:1L

1,131,191. Patented M21119, 1915.

8 SHEETS-SHEET 2.

L. C. WERNER.

AUTOMATIC TRAIN CONTROLLING DEVICE.

APPLIUA'I'ION FILED $113.19. 1914.

1,131,191 Patented Mar. 9, 1915.

8 SHEETS-SHEET 3 dffozuu LOUIS C. WERNER, WEBSTER, MASSACHUSETTS.

AUTOMATIC Em-CONTROLLING DEVICE.

Specification of Letters Patent.

Patented Mar. 9, 1915.

Application filed February 19, 1914. Serial No. 819,631.

To all whom it may concern:

Be it known that I, LOUIS C. WERNER, a citizen of the United States, residing at Webster, in the county of Worcester and State of Massachusetts, have invented a new and nmful Improvement in Automatic Train-Controlling Devices, of which the following is a specification.

This invention relates to certain new and useful improvements in automatic train controlling devices, and has for its primary object a device of this type which not only controls the rate of speed of the train, but i also capable of efiecting stopping of the train upon setting of a suitable track obstacle.

Further, the invention aims to provide a device of the type indicated which controls the speed of the train from a governor mechanism which is borne by one of the engine wheels A still further object of the invention is to provide a device of the character specified which will efiect stopping of the train, upon setting of a danger obstacle, in cases where two trains are running toward each other on one of the tracks of a double track road, such as is y necesitated when repairs are being made to the other track.

The invention further has for its object means which positively efiects and performs the several functions of controlling the speed and stoppage of the train, and to also provide means which are practical, and simple in structure.

In the 1 is a side elevation of the invention, parts being broken away and shown in section, the invention being shown in operative position on the front end of a locomotive, which latter is shown in fragment. Fig. 2 is a front end elevation, parts being omitted. Fig. 3 is an enlarged detail view of a part of the speed controlling mechanism. Fig. 4 is a side elevation of Fig. 3, parts being broken away and shown in section. Fig. 5 is a front eleration, partly broken away and shown in section, of the means which stops the train and records such stoppage. Fig. 6 is a top plan view of Fig. 5, and Fig. 7 is a detail view, partly in section of the part of the speed controlling mechanism shown in Figs. 3 and 4. s

In accordance with this inventiom a cyl- 55 inder 1 has a piston 2 therein, which latter hasitsrod3pivotedtoalinkthe latter in turn being pivoted to the arm 5 of a bell crank lever 6, the bell crank lever 6 being pivoted to a suitable bracket 7 which may be secured at any desired point in the engine cab. The bell crank lever 6 has an out-turned end 7' which bears against the hand actuated lever 8 which controls the movement of the dog 9 of the throttle lever 10, the dog 9 engaging the teeth of the usual segmental rack 11. A pipe connection 12 leads into the rear end of cylinder 1 and to a cylinder 13, which has an air valve 14 therein, the stem of which latter is connect ed to a piston 16 which operats in a cylin- 7g der 1'? that is disposed beneath the cylinder 13. A pipe connection 18 extends into the bottom of cylinder 17 and is in communication with a pair of pipes 19, that are located on one side of the locomotive and a third similar pipe 19, which is located on the opposite side of the locomotive- Each of the pipes 19 has a member 20 secured thereto, which members are formed with valve seats that are normally engaged with valves 21 carried by stems 22 and 22', which latter with the lower parts 22- and 22" of the stems are slidably arranged in guides 23, the latter being suitably secured to the locomotive frame. The valve stems 22 and g5 22" are pivoted to links 24, which latter are pivoted to eccentrics 25 which are mounted on shafts 26, that are rotatable in brackets 2-7 carried by the locomotive. A spring 28 encircles the shaft 26 of the speed control device so as to tension said shaft to move same counter-clockwise, to thereby hold the trip arm 29 in the full line position depicted in Fig. 1 of the drawings. Leather washers W are placed between the 5 eccentric '35 and the adjacent portions of brackets 27, whereby said washers and brackets will be frictionally engaged by reason of the tension exerted by the spring 28. The pipes 19 are all connected to or 100 are in communication with the forward end of cylinder 1 by means of .pipe connections 30.

The air brake system includes a pipe 31 which has two branches 32 and 33 leading 05 therefrom, branch 32 communicating with the pipes 19 and 30, while branch 33 communicates with the upper end of the cylinder 13, pressure reducers 34 and 35 being placed in the branches 32 and 33, rcspec- 11o tively, as depicted in Fig. 1.

The trip arms 29 are loosely mounted on the shafts 26 and have clutch faces 36 which engage with similar faces 37 which are formed on members that are rigidly secured to the shafts 26, the clutch faces being a formed so that the trip arms 29 will actuate the shafts 26 only upon forward movement of the train. permitting the train to back without efiecting operation of the shafts 26.

The piston rod 3 is pivotally connected to lo the lower end of a lever 38 which lever has a bevel "car 39 rigidly connected thereto, the gear 59 meshing with a similar gear 40 in connection with a recorder or register 41. A time recorder 42 has a dial which is formed of pasteboard or other material easily punctured, and which is rotated by the clockworks in front of a needle 43 borne by a bell crank 44, the latter being pivoted at 44' to a bracket 45, and being pivotally connected to a link 46, which is pivotally to cause register 41 to move and will simultaneously cause link 46 to move the bell crank 44 and the needle 43 to puncture the disk of the time recorder to thus indicate the time at which the danger obstacle has operated the brake system to efiect stoppage of the train.

The valve stems 22 and 22' are, as above stated, in two parts. The upper part 22' is controlled by the lever 57 and the lower part 22" is controlled by the triparm 29.

ltwillbeseenthatwhen thespeedisnormal if the trip 29 strik one of the obstaclm (and they are to be placed permanently at any point on the road where abnormal speed is forbidden) then the lower part of the valve stem 22'" is to drop without affecting the valve 21; if however, the speed is abnormal then when the trip 29 strikes an obstacle then both stems 22' and 22'" drop and open the valve 21 and the cams62and63lockthevalveinitsopen position and the lower part of the valve stem 22" cannot rise untilthe governor resumes its normal position, thereby automatically reducing the speed while valve 21 is open, during which time the throttle is held in its closed position and the engineer cannot open it until the speed is normal.

The means for controlling the at which the train travels includes the followmg mstrumentalifi6: A weighted member 47 is pivoted by an arm 48 to a point 49 on one of the locomotive wheels, the member 47 being of the centrifugal type of governor,

and having its outward movement limited by a stop pin'50, A coiled spring 51 under tension is connected to and at its lower end extends through a lug 53. borne by the locomotive wheel. A nut and a check nut are oonnected'to the said lower end of the spring so as to tension the arm 48 as is obvious. A bracket 54 is rigidly secured to the locomotive frame, and slidingly supports a transverse pin 55 which latter at one end bears against the curved face 56 of the member 47, the opposite end of the pin 55 being engaged with the lower end of a lever 57 pivoted to a bracket 58 in a rigid connection with the locomotive frame. The lever 57 has u. segmental toothed upper end 59 which meshes with a gear 60 that in turn meshes with a gear 61, the gears 60 and 61 being rotatably carried by one of the guides 23, the gears being rigidly connected to cams 62 and 63 respectively, which latter engage on opposite sides of a pin 64, the pin operating in a slot- 65 and being connected to the valve stem 22. It willthus be seen that the valve 21 which is carried by the upper stem 22' that bears the pin 64, will be actuated by the lever 57 in connection with the track obstacles and the trip 29 and the speed of the train regulated accordingly.

Supposing two trains running toward each other on the same track of a double track road, one No. 1 running in its regular direction, or No. 2 running in the opposite direction, and toward the first the obstacle W is moved to its danger position by No. 2, making contact with trip 29' of No. 1, cansing the full stoppage of train No. 1 at the same time obstacle 0" goes to the danger position, making contact with trip 29" of No. 2, causing the stoppage of train hi0. 2'thereby avoiding a collision of the two trains. The pipe 30 has a valve 12" therein, connected to the valve 12 so that the two move in unison, the valve 12" being for the purpose of preventing the trips from exhausting air from the cylinder 1 that controls the throttle.

The lever 57 has a hub at its pivotal point, which is connected to a rod 66, surrounded by a coiled spring 67, which latter at one end is connected to the hub and at its other end is connectai to a lug 68 which is suitably and rigidly connected to the locomotive, whereby the spring 67 tenm'ons the lever 57 and acts to restore same to normal position after actuation by the rounded face 56 of the governor member 47.

The track obstacle 0 is permanently secured in position and regulates the speed of the train in connection with the lever 57 and the governor. The obstacle 0 is moved to danger position when complete stoppage of the train is to be effected, and may be operated by any conventional type of mechanism, which is also true of the obstacle 0", the latter being for use only when two trains are running toward each other on the same track, in which event same will contact with and operate the trip arm 29" on the right hand side of Fig. 2 of the drawings.

The a'n' valve 12' shown in Fig. 1 is em valve holding means by means of the link 12".

pipes 32 and 30, so

ployed to-cut off the air on one engine in event of two engines being used on one train. The valve 12' is connected to the valve 12 The two valves 12 and 12" being connected together will work in unison, one to shut off the air and the other to hold the air in the pipe and cylinder against the piston in its normal position.

The operation briefly stated is as follows: Normally air supplied from the train pipe is reduced in pressure by the reducer 34, and admitted into the cylinder 1 through as to act upon piston 2 to hold the parts in one of the three valves 21 is opened. by the means herein above described to allow air to escape, the piston 16 in cylinder 17 drops, thus releasing the valve 14 in cylinder 13, thereby allowing air at pressure reduced py reducer 35 to enter cylinder 1 to move the piston 2 into the position shown in Fig. 5 of the drawings. The bell crank lever 6 is thereupon operated to release the dog 9 by aring against lever 8 and to move the throttle lever 10 to shut oil the steam. At the same time, since one of the valves 21 is opened, the air brake system is vented, thus effecting application of the air brakes.

Having thus described my invention, I claim as new and desire to secure by Letters Patent;-

1. A train controlling mechanism comprising in combination with a locomotive and the air brake system of a train, a governor carried by the locomotive, a valve in the air brake system, a valve supporting means carried by the locomotive and adapted to hold the valve in closed position, means carried by the track for coacting with the to release the same, and means operated by the governor on the locomotive f or opening said valve when the track carried means is in valve releasing position.

9. A train controlling mechanism comprising in combination with a locomotive and the air brake system of a train, a bracket supported by the locomotive, and having depending legs on opposite sides thereof, a valve in the air brake system on Opposite sides of the locomotive, a valve stem depending from each of said valves, a guide for each of said valve stems carried by each of the depending legs of the bracket, means secured to the lower, extremity of each of the valve stems and operated by means on the track to open the valves, a third depending leg of the bracket on one side of the locomotive and out of line with the first mentioned leg on the same side therei'vith, a valve in the air brake system, a stem depending therefrmn in proximity to the last mentioned depending leg, means for holding said valve in its closed position,

normal position. If any v means for securing the valve holding means in normal position, means carried by the lower extremity of the last named depend ing leg for releasing the valve securing means, a governor carried by the locomotive, and means operated by the governor for operating the valve holding means to open the valve when the valve securing means is in releasing position.

2 3. A train controlling mechanism comprising in combination with a locomotive and the air brake system of a" train, a bracket having depending legs on opposite sides of the locomotive, a valve in the ,air brake system and on opposite sides of the locomotiv e means pivoted to each of the depending legs of the bracket and engageable with means on the track to open either of the valves. a third depending leg on the bracket and having a right angular extension, a valve in the air brake system, a stem depending from said valve, a plurality of cooperating cams for holding the valve in closed position, means carried by the lower extremity of the third depending l'eg to lock the cams against rotation, means on the track other than the first named track means to release the cam locking means, means carried by the right angular extension for rotating the cams to open the last named valve, and a governor for controlling the action of the cam rotating means.

4. A train controlling mechanism comprising in combination with a locomotive and the air brake system of a train, a bracket having three depending legs on opposite sides of t locomotive, a valve in the air brake system adjacent each of said depending legs, a valve stem depending from each of said valves and extending through a guide on each of the depending legs of the bracket, means carried by the lower extremity of each of two of the depending legs and operable by means onthe track to open either oftwo of the valves, a governor carried by the loconiiitive, a second track obstacle, valve lockingimechanism, means carried by the lower ezgtremity of the third depending leg and operable by the second track obstacle to release the valve locking mechanism, and means carried by said depending leg and operable by the governor for operating the valve after the valve locking mechanism has been released.

5. A train controlling mechanism comprising in combination with a locomotive and the air brake system of a train, a bracket having three depending legs, a valve in the air brake system adjacent each of the depending legs, a valve stem for each of the l valves, and depending parallel with the legs of the bracket, a uide for each valve stem and carried by the legs of the bracket, means carried by the lower extremity of each of two of the legs of the bracket and operable by a track obstacle for operating the valve stems to open the valves, a second track obstacle, means on the lower extremity of the third depending leg and operable by the second track obstacle to release the valve stem carried thereby, and means controlled by the speed of the locomotive to open the valve after the valve stem has been released.

6.1K train controlling mechanism. comprising in combination with a loctiiriot-ive and the air brake system of a train, a bracket carried by the locomotive and having a plurality of oppositely arranged depending legs positioned near the front of the locomotive, a valve in the air brake system adjacent to each of the depending legs, a valve stem depending from each of said valves, a guide carried by each of said depending legs, and receiving said valve stems, an engine throttle operating means, obstacle means on the track, means carried by the lower extremity of each of the legs and engaging said means on the track to operate the valve stems and open the valves to set obstacle means on the track other than the tion, a third depending leg, a valve in the air brake system adjacent thereto, a guide carried thereby, a valve stem for said valve projecting into said guide, means in the guide to support the valve stem said means comprising two cooperating cams, means carried near the lower extremity of the third leg for securing the cams against movement, obstacle means on the track other than the first obstacle means, means on the lower extremity ofthe third leg for releasing the cam securi g last named obstacle means, means for rotating the cooperating cams to open the last named valve, and a governor for controlling the operation of the cam rotating means, said governor being operated by the speed of the locomotive.

In testimony whereof I have hereunto signed my name to t is specification in the presence of two subscribing witnesses.

H. WILSON GODDARD, EDWARD J. MGCORMAC.

means upon contact with said It is hereby certified that in Letters Patent No. 1,131,191, granted March 9, 1915,

upon the application of Louis C. Werner, of Webster, Massachusetts, for an improvement in Automatic Train-Controlling Devices, an error appears in the printed specification requiring correction as follows: Page 4, line 26, strike out the words obstacle means on the track other than the" and insert the words the throttle operating mechanism in sperm; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Ofiice.

Signed and sealed this 20th day of April, A. D., 1915.

[man] J. T. NEWTON,

Acting Commissioner of Patents. 

